Train-control system and apparatus.



' w. B. MURRAY.

TRAIN CONTROL SYSTEM AND APPARATUS.

APPLICATION FILED DHLZL I913.

Patented J an. 29, 1918.

4 SHEETSSHEET I- w. B. MURRAY. TRAIN CONTROL SYSTEM AND APPARATUS.

- APPLICATION FILED DEC.27, I913 1,254,839. Patented Jan. 29, 1918.

4 SHEETS-SHEET 2.

Suva/do:

ray

W. B. MURRAY.

TRAIN CONTROL SYSTEM AND APPARATUS. APPLlCATlON FILED nEcLN, 191a.

Patented Jan. 29, 1918.

4 SHEETS-SflEET 3.

wa Y if KWM -w; B MUR RAY. TRAIN CONTROL SYSTEM AND APPARATUS.

vAPPHCATIGN FILED DEC.27, I913- Q Patented Jan. 29,1918.

- t 3% undo; W1 tvmzoaao UNITED STATES PATENT OFFICE,

WILLIAM BROOKS MURRAY, 0F DANVILLE, ILLINOIS, ASSIGNOR TO THE MILLER TRAIN CONTROL CORPORATION, OF STAUNTON, VIRGINIA, A CORPORATION OF VIRGINIA.

TRAIN-CONTROL SYSTEM AND APPARATUS,

Specification of Letters Patent.

Patented J an. 29, 1918.

Application filed December 2'7, 1913v Serial No. 809,086.

To all whom it may concern:

Be it known that. 1', WILLIAM Baoons MURRAY, a citizen of the United States, residing at Danville, in the county of Vermilion and State of Illinois, have invented certain. new and useful Improvements in Train-Control Systems and Apparatus, of which the following is a specification.

This invention relates to improvements in train control systems, adapted for use in connection with locomotives, ars or other rolling stock propelled by steam, electricity, or the like, and has particular reference to mechanically ope Med and electrically controlled means or instrinncntalities for operating train stopping means or signaling means or both.

An important object of this invention is to provide improved mechanically operated andeleetrically controlled apparatus carried by the locomotive or other vehicle, which is simpleand durable in construction, reliable in operation, inexpensive to manufacture and not liableto injury or derangement,

Another object of this invention is to provide m ans of the. above mentioned Chan acter embodying a contact member or contact member support which may be freely moved vertically by an obstruction such as a misplaced stone, tie, or pile of cinders along the road bed, without injury to the contact member or contact me-n'iber support and without eli'ectingthe operation of the train stopping or signaling means or both but, which will actuate the same as hcreinafter described when moved or swung laterally by suitable means provided for the purpose under certain track conditions.

A further object of the invention is to provide means of the above. mentioned character so constructed that. the mechanically operated element or elements embodied,

therein will be rendered operative and inoperative with respect to operating the train stopping. or signaling means or both, in accordance with the track conditions when the.

locomotive or train is'traveling in one direction, and which will be rendered inoperative with respect to operating both the train stopping and signaling means when the locomotive or train is traveling in an opposite direction as when the locomotive or train is backing.

A further object of thls inventnm is to provide simple andreliable fluid pressure member support;

,trollmtnieans carried by the locomotive,

operated means for automatically either cutting off the motive power or applying the brakes or bo h, at selected points along the right of way when the track conditions are such as to render the stoppage of the loco motive or train necessary to avoid danger of accident and at no other time, except in the case of injury to the apparatus.

A further object of this invention is to provide means for automatically stopping the locomotive, train, or the like, preferably by the reduction of pressure in the train line, upon the destruction of or. substantial injury to the contact member or contact A further object of this invention is to providean improved track circuit or circuits for use in connection with the mechtfi'lica-ll) operated and electrically controlled means carried by the locomotive or train.

A further object of this. invention is to providea novel t'orm and arrangement of a ramp or ramps, included in the track circuit, whereby the same a re not liable to have their cor .u't faces covered or obstructed by foreign material, such as ashes, snow, ice or the like, and particularly to such an extent that the same may not be readily automatic: lly cleaned by the engagement therewith of the contact members carried by the locomotive or train.

parts throi-ighout the same,

Figure l is a diagrammatic view of track circuit or circuits and associated elements, embodylng my invention,

' Fig. 2 is a transverse sectional view'ta'lten through the tratlic rails, showing corresponding ends of the ramps in elevation,

Fig. 3 is a side elevation of one set of ramps,

Fig, 4 is a plan view of the same,

Fig. 5 is an enlarged transverse sectional View taken on line 5 5 of Fig. 3, h

Fig. 6 is a side elevation of the rear por- 100 tion of a railway locomotive, showing my api'iaratus in use thereon, I

Fig. 7 is'an enlargtal edge elevation of n'ieehanically, operated and electrically con- Fig. 8 is a plan view of the same, parts being omitted,

Fig. 9 is an enlarged side elevation of the same,

Fig. 10 is a still more enlarged detail section taken on line l0-10 of Fig. 9,

Fig. 11 is a transverse section taken on line 11-1l of Fig. 10,

Fig. 12 is an enlarged detail section through a. valve structure included in the in vention,

Fig. 13 is a transverse section taken on line 13-13 of Fig. 12,

Fig. 14 is an elevation, in the engine cab, of fluid pressure operated means for cutting off the motive power and applying the brakes, and,

Fig. 15 is a. plan view of the fluid pressure operated means for cutting oil the motive power.

Attention being called first to Fig. 1, the numerals 520 and 21 designate tratl'ic rails of an ordinary railroad track having tratiic in one. direction, as indicated by the arrows. These tratiic rails are insulated at spaced intervals, as shown at. 22, for dividing the track into a plurality of blocks of suitable length. For the sake of clearness I have designated the blocks by reference characters, A, B, C, and D. For the purpose of illustration I have shown the block B at clear, the block C at caution, and the block D at dan er conditions.

Each block is provided with a local track circuit, comprising a source of current 23, preferably arranged near the exit end thereof, as shown. This source of current has one pole thereof connected'with the traffic rail 20 of the block by a wire 24;, while the opposite pole of the source of current is connected with .a wire 25, which in turn is connected with the traliic rail 21 of the block. Arranged prefenbly near the entrance end of each block is an electromagnet or electrically operated device 26, ha ing one end of its winding connected with a wire 27, wl'iich is in turn connected wi h the tratlic rail 2]. of the block. The opposite end of the winding of. the electro magnet-26 is connected with a wire 28, which is in turn cr'mnccted with the traffic rail 20 of the block. The electro-magnet 26 is included in a relay for controlling the electrical connection between ramps and a source of current, as will be explained.

\rranged in advance of and-suitalily near the entrance end of each blockare ramps 29 and 30, disposed in spaced superposed relation, as clearly shown in Fig. 5. These ramps 29 and O are curved outwardly longitudinally in a substantially horizontal p ane, as shown. The upper ramp 29 is formed in two ramp-sections 29 and 29",

insulated at. 20 while ramp 30 is formed in two ramp-sections 3p. and 30", insulated at 20, as shown. \Vhile it has heretofore been generally supposed that a relatively short; ramp or ramps could be successfully employed in train control systems more or less analogous to mine, yet I have found by thorougl'i and practical tests that. such is not the case. ()n the contrary, I have found that such ramps or ran'ip-scctions when the ramp is divided, cannot be advantageously en'iployed, when they are. materially under 50 feet in length. l have found that the best results are obtainable by making each rampscction 90 feet or over in lcngt while satisfactory results are obtainable by making them from 75 to 100 feet in length. The ramps 21') and 30 are rigidly connected with and insulated from. upstanding su 'iports or brackets 30, retained in fixed positions by any suitable means.

Arranged suitably near the entrance end of each block is a signal or semaphore paddle 32, adapted to assume three positions, to wit. an upcrmost position for indicating a clear block, an intermediate position for indicating caution condition, and a lowermost position for indicating, danger or stop condition. Any suitable means may be employed to shift or move the semaphore paddle, the same forming no part of my in-- vention, for which reason it is thought unnecessary to show them.

Preferably arranged ncarthe exit end of each block is a source of current 33, having one. pole thereof electrically connected with the track rail 21 ot' the adjacent rear block. The opposite pole of this source of current is connected with a wire ill, the free end of which is electrically connected with both raln 'i-scctions 29* and .30", as shown. (Join nected with the ramp-section 30 is a wire 35, while a. wire 36 connected with the 'anip-sect ion 2t, as shown. The wires 35 and 36 are connected with transversely alined stationary contacts 37 and 38 rcspectivcly, insulated from each other, as

shown. Arranged outwardly of and near the stationary contact 37 is a stationary contact 1.2!), connected with the wirei-l i by means of a wire 40, as shown. Arranged nca and in cooperative relation to each set of contacts 37, 53%, 211N139, is a pivoted and vcrti -ally swinging contact blade 11, adapts ed when in its lowermost position to be free from engagement witlf'all of the contacts 37 to 39 inclusive, as clearly shown in connection with block D, adapted to engage with contact 39 alone, when in its intermediate position, as shown in connection with block C, and adapted to disengage contact 39 and simultaneously engage contact 37 and 38, when in its uppermost position, as clearly shown in connection with block B, The contact blade 41 is pern'ianently electrically connected with a wire 25, connected with a stationary contact 27, adapted to be engaged by an armature 536 at the electro magnet; This armature electrically connected with one poleof the source of current and is held in electrical engagement with the contact 27', when the elcctromagnet is energized, but. will break such engagement upon the electro-magnet; being decncrg 'ized. The contact blade 41 is swung vertically in the same direction. with the paddle 3,2, and for thus purpose the contact blade is provided with a crank 4-2, extending laterally beyo 'id the pivot of the same, such crank being pivotally connected with an upwardly extending rigid rod 43, having pivotal connection with a crank H, rigidly connected with and extending laterally bcyond the pivot point of the semaphore paddle as shown. It; is thus seen that as the semaphore paddle raised or lowered to the several dilferent positions, the contact blade 4-1. will assume corresponding positions.

The mechanically operated and electri (rally controlled means ;,:1'n .io ilicd in the in wantion is shown in Figs. 6 to 10 lllClllSlVQ, to which attention is now calhal. 'lhe numeral 4L5 designates a pl'ot'erably vertically arranged plate or support. which is pro-t er ably rigidly attached by any suitable means to the frame (it the lru-mnotive. .preteraliiv near and, in advance of thcdriving wheels thereof. as clearly illustrated in Fin. (3. its more clearly shown in Figs. 7. 3 and 5). the suppoi 5 it; provided near and spaced from. its lower end Will a. pair of laterally e:-: tending aprrtured ears to. between which is arranged a normally pretrrahly vcrt irally ar 'rangml tubular casinn'l'i'. carrying? truunionn 48, passing throuti h the aperl urns in the ears 4.6. It is thus seen that this raeipgr or housing cannot. move \tl'llffl'llfi pcrc ptibly with relation to the aptn'tured cars 46 but it in free to be swung ltll'tlsilijr with relation thereto. The upper end ol l'lils vei'tic'zallv laterally swinging tubular mining or housing t? is n'ovided with a substantially Tshaped head ll), ini'zluding oppositely extruding hiland-miss.-irn1s a l and 51. as hllUWlE in Figs. (3. and 9. The function of the 'l -r-hapial h ad will be explained hereinafter.

its more clearly shown in l in'a. (l, and 9, the nun'ieral 71; designates a vertically reelpioiiatorv bar or element, reiidablv mounted within the lower portion of the casing or housing 47. as shown. The upward mow-- ment of the bar or element 52 in opposed by a suitably still c mpressible coil. spring 5ii,l!l()lllllt'tl'\\'lll1ltl the upper p rtion of the tubular missing or housing l7. \Vhilo its downward. movement. irpositively limited hv trunnions 51-, carried therein and operalin; Within elonnaled slois 55. as shown. lligirillv ronnm-ted with and melerahl x forn'ied integral with the lower end (it the reci 'n'ocatory bar or clement is a contact;

member or contact.- member support or shoe 56, carrying upon the inner face thereof, laterally reciprocatm-y contacts 57 and 58, arranged in spaced superposed relation, for engagement with the ramps 29 and 30 re- V actively, as shown. These contacts 57 and 58 are rigidly mounted upon tubular libel insulating elements mounted to reciprocate within transverse openings 60, as more clearly shown in Fig. 10. These tubular insulating elements are positively limited in their outward movement with respect to the shoe 56 by annular flanges (31, formed thereon, as shown. These annular flanges are arranged within transverse chambers or recesses 62, within which are mounted suit ably stiff compressible and expansible coil springs 63, engaging within the tubular elements to force the same outvardly as shown. The free ends of the chambers 62 are normally closed by movable plate or door 64, secured. in place loy meansof' screws or bolts 65 or the like. I preferably arrange a section of insulatimi 66 upon the inner face of the shoe 56, between the same and. the contacts 57 and. 58, to prevent them from. having electrical contactwith the shoe It is thus seen that, the contacts 57 and 58 are laterally movable with respect to the shoe 56 and are thoroughly insulated therefrom.

As more clearly shown in Figs. 7 and 9,

the support 47 is apertured near its upper.

and lower ends to loosely receive transverse horizontal reciprin'atol'y bolts (56 and 67,

each of which is. provided. at its opposite cure; with enlarged heads (38 and (39, as. shown. Arranged between the outer heads (it? and the support -15 are suitably still eo1nprcssiblc and expansible coil springs 70, of the same strength. the same surrounding the holte fill and (37'. as shown. Thei-Jc coil sprii'rtrs normally serve to hold the bolts 66 and (37' in their outer positions with their outer heads (3!) just. or almost engaging but ali llitly spaced from the upper and lower ends of the pivoted casing or housing! 4.7; The function oi the bolts tilt and ti? and thrir springs 70 in to normally retain the .lmusing or casing 4-7" in its vertical position, but allowing the same to be moved laterally in either direction, and aul'olmitically returning the same to the normal vertical position. uponv living releasedv It in obvious that the lower end of the housing or casing l7 and associated elements, will be swung latrrallv ol'ltwardlv upon engagement. of the Fig. til, one of these valve rind-urea, is

I scribed. Arranged ithin the outer portion i nected with a valve rod 79, extending outof the cylinder 72, upon one side of the pipe 74, is a stationary plate or wall 75, n'ovided with a laterally extending annular flange 76, within which are arranged apertures or ports 77, as shown. The annular flange 76 serves as a seat for a valve, 78, normally held seated by a spring 78 and the pressure within the cylinder 72. This valve is con-- wardly beyond the cylinder 72 through a stutiing box 80, of any well known or preferred type.

Pivotally connected with the outer ends of the valve rods 79 of the valve structures '70 and 71,'as shown at 81, are vertically swinging normally horizontal operating rods 82 and 83, as more clearly shown in Figs. 8 and 9. These operating rods pass through transverse ()[flillllgS S-l, and are. supported. in their horizontal positions by the lower walls thereof. The outer out 5 of the rods 82 and 83 are arranged to cooperate with the arms 50 and '51. as will be explained.

The rods or arms 82 and 83 are preferably provided with arn'iatures 86 and 87, respectively, disposed near and below electro-magnets 88 and 85), as Sl'l0\\'li.. electrouuagnets 88 and 89 are n'e'lcrahly vertically arranged and are rigidly attached to the upperend of the support as shown. It is thus seen that when the arms 50 and 51 of the T-shaped head 49 are swung inwardly, they will strike the ends ol. the rods 82 and 83 to move them inwardly,to unseat the valves 79, if the magnets 88 and 80 are deiinergizod. but when these magnets are energized, said rods 82 and 83 will he raised so that they will clear the arms 50 and 51.

The electro-niagnet 88 has one end of its winding connected with an insulated wire. 57', connected with the contact 57, the oppositc end of such winding being grounded to the frame f the engine by an insulated wire 88. The other magnet 80 has one end of its winding connected with an insulated wire 58, electrically connected with contact 58, the opposite end of such winding being grounded to the frame of the engine by a wire 89. The 'valve rod 79 of the valve structure 71 has no pivoted extension or rod, but is permanently disposed in the path of travel of the T-shaped head- 4-9, whereby this valve structure operated upon each lateral,lnovement of the head it).

As more clearly shown in Fig. 0, the outlet pipe 74 of the valve structure passes into the cab of the locomotive and has a T- These coupling 90 connected therein, as shown. Connected with this T-coupling is a pipe 91, leading into the intake end of a cylinder 92, held stationary by any suitable means. The cylinder 92 has a piston 9:2 mounted to I'BQlPlOCtLl'Q therein, which. is connected with a piston rod 93, having suitable pivotal connection with an engineers air brake "valve lever 94. When fluid pressure is supplied into the cylinder 92, the piston 92" is moved forwardly and through the rne- -dium of the rod 93 moves lover 9% for re ducing the pressure in the train line, and applying the brakes. After the supply of pressure is cut ott from the cylinder 92, the pressure contained therein may he exhausted to the at1'nos ')ln. .re, by manipulation of a valve or pet-cock 03", suhsz-(piently to which the lever 94 may he returned to the inactive position. The pipe 74 leads into one end of a throttle lever operating cylinder 95, within which is mounted to reciprocate a piston 06. connected with a piston rod. 97, as more clearly shown in Fig. 15. The cyl' inder 95 is preferably rigidly attached to the rear end of the boiler oi the locomotive by means of lu'aclnrts 08 or the like. The outer end of the piston rod 97 is pivoted, as SllNVIlytlt 99, with a bcll-crank lever 100, which i pivoted to aiixcd bracket 101, as shown at 102. The outer arm of the bellcrank lever 100 pivoted, as shown at 103, with a link 10+, tvversing a throttle lever 105. This link is provided with outwardly extending trunnions or pins 100 and 107, arranged upon the opposite side of and normally slightly spaced "from the throttle 1e ver 103, as shown. The link 10% is pivoted at its free end, as shown at 108, with a hellcrank lover lOS'l connectt-rd with the throttle lever 105, as shown at 110. The hell-crank lever 100 is urged in one. direction by a suitably st ill retract iln coil spring 111. as shown. The hell-crank lever 100 pivotally con-- nected with a link 112, having suitable eonnection with a latch rodllB, mounted. within guides 114., To the inner end ot the latch rod 113 is secured latch llfi, moved into quadrant 117, by means of a suitably stitf compressible and expansihle coil spring 118.

engagement with teeth of a stationary The latch [15 is also manually operated by a hand grip 119, as shown. Pivotally connocted with the throttle lever 105, as shown at. 120, is a link 121, having pivotal connection with a throttle valve stem 122. \Vhen pressure is supplied to the cylinder 95. the piston 00 thereof moves forwardly, whereby the outer arm of the hell-crank lever 100 is swung inwardly. This movement ol' the hell-crank lover 100 moves the link 101 inwardly. which at first n'loves the l'lell-crank lever mil, in release the latch 115. pou the further novomcnt of the bellcrank lever 100, outer trunnion 107 engages lower cud swung outwu' the throttic will; zmd swings the same inwardly, to cut oil? the supply of 51 the engine cyliudcirs to stop the loco no The fluid, pressure Inca. s on rating the ginccrs brake valve and throttle lcrcig are so udjusted that the brakes are a}. 1: bed

:1. little in advance of the cutting oil of they mg sigi'ial from that prhduccd by the whis- 'tlc 123.

Means sure in the main. resczwoir and ultimately in the train'line and apply the brake to stop the locomotive should the bur or element 52 break ofl ,or become substantially injured, the same comprising a pipe. 124; connected with the pipe 73 tl'irough the medium of a T- coupling 1%. This pipe 124 extends downwardly along one edge of the support 45 and, is secured thereto by means of 11-- shu-ped clips 1.26., as shown. Connected. with the lower end of the pipe 1% is a flexibleconduit or hose 12 7. .3 more clearly shown in. Fig. 10, this hose provided at its end with metallic nipple 128, hiwiug screw-- threaded cng gem-antwithin the outer c of a hiind port i, extending loi'lgitudinaily through the lower end of the bar or element 52. It is t us seen that should the bar or element 552 orcak off the blind port 129 will be placed in communication with the utmosphere, whereby the pressure in the train line will be reduced to apply the brakes and the train stopped.

The. operation of the system is as fol-. lows y In accordance with the illustration in Fig. 1, it is assumed that hlockl) is occupied. by a train, whereby the semaphore guarding block D is at danger or stop, the semaphore guarding hlocli; C at caution, and the semaphore guarding block B at clear. Assuming that a locomotive or train is traveling in the direction of the arrows, from block A, into block B, then when the same moves end 30 near the cntran end of the block B the ramusections a and Q9" engage with the contacts and 58 carried by the shoe 56. The housing or ea ng 4? thus has its y and its upper liner to this more end swung inwardly,

ment of thecasing or housing 47, circuits are closed for energizingtlie magnets 88 and. 89 whereby the rods or armsj82 and 83 are elevated, so thatthey clear the arms 50 and 51, when'thc latter are swung inwardly, as above stated. As the block B is clear clectro-inugnet oi, this hloc tact. blade 41.

are provided to reduce the pres.

' the source of current.

in proximity to the ramps there is a closed track circuit includ l cuit. In this closed track circ.

from one pole of the source cui through. Wire 25, 'tii'aliic rail 21 in block A, Wire 27, Wire Q8, A, and through Wire Qu t buck to the opposite pole of the source of current. When the clcctro-niagnet- 2G is thus maintained cner gizcd the armature 526", of the same is held in. engagement with a stationary contact :27, which is electrically connected with the conas the block 13 is clear, the semaphore puddle 32 ussuiu 5 the uppermost position, whereby the contact blade '41 is in electrical cnga gemcnt with the statimiary contacts 37 and 38, "whereby the ramp-sections 29, 30 and 29", 30". are electrically connect cd with one pole of the source of current lVhen the contact 57 engages the rinup-scctions as above stated, a circuit closed for energizing the elccllo'magnet 88. In. this circuit current flows from one pole of the source of current 33 through armmturc 26, contact hlude ll, contact 38, lead wire 3G, ren1p-sect1on 29*, contact. 57,.W1fijie 5T,

elcctro-inagnet 88, Wire 88', the imu'ic worh of the engine. and tl'irougl'i the trailic rail 21 in the block back to the opposite pole of "It thus :u that th electro-magnct 88 will he cue i the. arm 853 swung upwardl x, WI coy upon the ii'iwurd movement of the "IDS 56 u id 51, the valve structure ill will not he ope... ed to in turn operate the train stopping means.

- When the contact 58 engages the ramp-sec tions 30 protecting the entrance end of the block B above stated, circuit is trailic rail '20 in hloclc closed to energize the'clcctroqnagnet 89,-

whereby the same swings the arm or lever 83 upwardly,- so that when the arm 51 is swung; inwardly it clears. the rod or arm 83, and the valve structure 71 will not he op cru'tcd to opcrate the signal. In this closed circuit current flows from one pole ofthe source of curreutBZ-l, through armature i contuct'hlude 41, contact 37, Wire section. 30, contact .58, Wire 58, El magnet 89, wire 89', the trailic mi .11 in block A, and back to the opposite pole of I the sourceof current Upoh further L011 gitudinal .iuoveincnt of the contacts 57 and 58 in,engagement with ramps 29 and 34'), 13.16 above referred to circuits are open when they engage with the insulating n'iat...r

tact 57, wire 57, electromagnct 88, wire 88, the frame-work of the engine, and

ial. 202 of 7 the ramps, such circuits being again closed when the contacts 57 and 58 engage. with ralnp-sections 29"" and 30 which are permanently connected with one pole of the through the traific rail 21 in the block A hack to the opposite pole of the source of current. When the contact 58 engages ramp-section 30 current flows from onf pole of the source of current 33, throug wire 34, ramp-section 30", contact 58, wire 58" electro-magnet 89, wire 89, the frame?" work of the engine and through the traffic rail 21 in block A back to the opposite pole of the source of current 33. The engine is thus permitted to pass into the block B without the steam being cut off, the brakes applied, or the whistle sounded.

The engine now travels in block B toward the entrance end of block (I, and upon approaching the same the contacts 57 and 58 engage the ramp-sections 29 and 30 of the ramps which guard the entrance end of the block C. The lower end of the housing or casing a7 is swung outwardly while the upper end thereof is swung inwardly, as is obvious. As block C is in caution condition the semaphore paddle guarding the entrance end of the block G is in the intermediate. position, wh I'eby the contact blade 41 electrically engag s the stationary contact 39. As a result of this, rainp-section 29 is in electrical connection with one pole of the source of current while the ramp'section 30 is disconnected therefrom (the contact blade 41 having now no electrical connection with the stationary contact 38). Upon the engagement ofthe contact 57 with the rampsection 29", the circuit is closed for energizingthe electro-magnet 88, whereby the inward movement of the arm 50 will not actuate the valve for stopping the train. In

this closed circuit, current flows from one.

pole of the source of current 33 through armature 26, contact blade 41, contact 39, wire 40, wire 36, ramp-section 29?, contact 57, wire 57', (electro-magnet 88, wire 88, the framework of the engine, the trafiic rail 21 in block B and back to the source of current It is, thus seen that the magnet 88 energized whereby the train stopping means will not be actuated upon the inward movement ofthc arm 50. \Vhen the contact 58 engages the ramp-sections 30, the same being disconnected from the source of current 33,110 circuit is closed for energizing the electromagnet 89, the contact blade-41 having no electrical connection with the contact 37. It is thus seen when the arm 51 moves inwardly, the same will strike the rod 83, and force the same inwardly for actuating the valve structure 71 of the signaling means. When this takes place the valve 78 of the valve structure 71 is unseated whereby pressure enters the cylinder 72 through the pipe 73 and passes out through pipe 74, to the whistle 123, to sound the same. When the contacts 57 and 58 engage the ramp-sections 29" and 30", circuits are closed for energizing both electro-magncts 88 and 89 as end of the block (J, but the whistle 123 is operated to apprise the engineer of the caution condition of,:.the block. The block D being' in danger condition, the semaphore paddle 32 protecting the entrance end thereof is in the lowermost position whereby the contact blade 41 has no electrical connection with either ramp-section 29* or 30 these ramp-sections being further disconnected with the source of current at'27' since the electro-magnetis dcen'ergized, due to a train in the block D. When the contacts 57 and 58 engage ramp-sections 29 and 30" no circuits are closed for energizing the electro magnets 88 and 89, whereby upon the inward movement of the arms 50 and 51 they wi ll engage the rods or arms 82 and 83, and actuate the valve. structures 70 and 71 respec tively. Upon the operation of the valve structure 70 the valve 78 thereof is unseated, whereby pressure enters the cylinder '70 and passes out of the same through pipe 7 4. The

pressure 1s carried by pipe ,Tal. into the inlet end of the cylinder 95, forcing the'piston 96 thereof forwardly. This movement of the piston unlatches the throttle lever 105 and moves the same to its closed position for cutting off the steam. v pipe '74 also passes through the pipe J1,

The pressure within the into the cylinder 92,10 move the piston therein, which through the medium of the rod 93 moves the engineers brake valve 94 to the actijve position to reduce the pressure in the train line and applies the brakes. The brakes are applied a little in advance of the cutting off of the motive power as above explained. The valve structure 71 being simultaneously operated with the valve structure 70 the whistle 123 is operated as above explained. When the contacts 51 and 58 engage the ramp-sections 29" and 30 electroi'na'gnets 88 and 89 are energized hereinabovc explained. It is thus seen when the engine traveling in block C approaches the entranuz end of block D, which is in danger condition, such engine is automatically stopped and the signal is sounded.

The function in providing the ramp-sections 29* and 30 connected therewith and insulated from the ramp-sections 29 and 30 respectively in end to end relation, to provide means whereby the train stopping means and the signaling means will not be operated when the engine is driven in an opposite direction to the direction of the tral'lic on the track. This isiinportant as it is often necessary in the operation of railroads to back the train or engine for a short distance, and it isdisadvantageous to have the safety means operate under these conditions.

Upon the engine passing each ramp, the operative indicating signal 123 is operated,

iao

nausea as red or arm 79 of valve Structure 7 1' is permanently in tl'ifipiltll or" travel of the head 49, thus epprising the engineer of the passing of the ramp and the operative con dition of the s stem.

It will he readily rmderstood that oppositely disposed ramps mey be provided as descrihed on both sides of the track to protool, :1 train in i'no'ring either forward or haclgin which the locomotive, car or the like is provided with similar mechanism on both sides ior operating the train stopping and signal operating means in theceh, and such duplication is contemplated as within. the present invention.

It is also to he understood that the present invention conten'aplntes the use thereof in connection with. either automatic block sigstems or meelmnicallyoperated sip; nals, the present system being; operative as described however the semaphore puddles are operated.

lit is also to be understood that t employed. in connection with bloc-h signed systems may be employed desired to :lurnish current for operating ti present sys stezn, such use not interfering with the ()PQ-ZtlliiOfi ot' the automatic litl systems.

It is also to he understood that independent ramps may he located at any ('lesirerl prints along the right oi way, as for example, to orotect against on open drznw bridge, on open. switch or the like, in i'h vvh. case :1 separate hotter-y is used to supply enrrent continuously to the ramps, means henrgg provided to open the circuit between the ramp and, battery Wlai'lti. the draw .or ewiteh is opened.

It is to he fl'll'tllfil understood that the form of my in vontion herewith iown and described to'ho tulaen :1. pr erred ample oi the some: and that voricjnis elm-no in the shape, size and arrangement of p;

may he resorted to withontklej'mrting from the pirit f .e invention or the scope of the snhj 1' d Clt'lIFfiS.

Having d trihud my invention, I cln" 1. Ammrnztus olilhe clnirecter dc. r con'iprisiugg; e pivoted ni i-j-uiher to he suitnlf mounted u on it vehicle, on clei'nent em'rh by the pi ":ited iii hi. und niovnl'lle turflinnlly thereof: und llifl) toot, :1 mung arranged in the path 0 oi the ('(HllZtCl; and uclziiiiied when eng; the some to swing the element. and no) ilrono direction, means for net-imtiiq stoppin means t31l'll}()tl.lll.1 a. member udorpted when. in one position to he. engaged hr the first nmned memher noon the movement thereof in one direction, and an electr" lttl device oduntod wl' eu. energized to shift 1 second named in n" so that it Wll not .0 uged hy the lost nemed mend the said movement thereof.

he batteries ontoruerio 2. Apparatus of the character described, comprising a plurality of members having slidahle engagement to move longitudinally with relation to each other and to swing laterally together, means pivotally connectmg them with vehicle, train stoppingl'neens edzip .d to he operated by swinging movement of said i'neinhers in one direction ment of said members in one direction under certain conditions, electrieall operated nieui. t'or oontroliii'ig the operation of the 'signuling means by the movement of said n'ieiuhers, and :1 romp :irrnn ed in the path of travel or one of the members :lor engagen'ient therewith to swing the some laterally in one direction.

. 'ppig means hy the. movement.

l. Apparatus; not the character .clescriliied,

eonn'irising suhstmitially vertically arlunged tnonlur using, means PIVOlELllY coni'iecting the some with 3. vehicle, an elementmounted to reriprotnte within the tuluilar easing, train control means arranged near the upper end of" the tubular casing and .mluplrd to he :ictijuitecl by the some upon no movement thereof under oer.

the swing, tuin emnln one, electrically filfliffltfitl, means mlepted when energized to prevent the operetion of the train. control. means by the niowa nent of the tubular casing, and n. ramp thshosed in. the puth of travel of the element for eng ne inent therewith to swing the sumo in one direction. i l

Apparatus ot "he. elmrncter described, eon:prisiin u. suhstentiull i vertically orrengfv tuhulm: .crrsinginezxns to li-itv'otully oonnect the same with vehicle wherebv it in l he swim r l i means to r irinu lv retain the tubular rinsing in u sul'ie. .utially verticul position, on ele men! mmmtrd to rec-iproofing Within the tin lnihir raising;- and deptrndingr th'ereirrmi and provided with conlmi'i; metros, train control moons aillit l the. np 'ier end of the tnhuhir 'zusnnr, and zidnpted to he operated noon the ni riren'uznt thererl in one iilirection under oe'rtai ijaondiii ns, electr :ully opernted moons adopted when energized to preuns'versely tl'lGTt'Uf, spring .plurality of ramps for the reciprocatory element laterally in one direction, a source of current, and means for connecting and disconnecting the source of current with and from the ramp.

6. Apparatus of the character described, con'iprising fluid pressure operated train stopping means, a valve to control the opera tion of the saline, a pivoted member adapted.

to operate the valve under certain conditions, electrically operated means for controlling the operation of the valve by the pivoted member, n'ieans to more the pivoted member including an. element connected therewith thereof,- and n'iechauical element in tcral l y.

7. In a train control system, a track divided by insulating n'icans into blocks, a guarding the en.- trance end of each block, each ramp being formed of a plurality of insulated ramp scctionscorrespondingly arrai'igcd with relation to the rai'np sections of the other ramp, a source of curl-em, n'icans permanently connecting corresponding ramp sections of the ramps with the source of current, and means connecting and disconnecting the other con responding rain p sections of the ramps with and from the source of current.

8. In atrain control system, a track divided by insulating means into blocks, a plurality of ramps for guarding the entrance end of each block and arranged in super posed relation, each ramp being formed in a plurality-of insulated ramp sections, a source of current, means connecting one ramp section of each ramp with the source of current, and means connecting and disconnecting the other ramp section with. and from the source of current.

9. Apparatus of the character described, comprising a track, a ramp arranged near the track, a vehicle to travel on the track, a

and freely movable longitudinally movable mechanically operated structure connected with the vehicle, signaling means permanently adapted to be operated by the uuwemcnt of the structure in one direction, a second signaling means adapted to be operated by a corres 'ionding moven'icnt of the structure under certain track conditions,

train stopping means adapted to be operated by a corresponding nlovcl'neut. of the structure under certain track conditions, and electrically operated. means adapted when, energized for rendering the second signaling means and the train stopping i'neans inoperative, substantially as described.

10. In ap 'iamtus of the character de scribed, atrack, a ramp arranged near the track, a vehicle to travel upon the track, an aperturcd support secured to the vehicle, a member pirotally connected with the support and adapted to engage with the ramp to be moved thereby, rods mounted to reciprocate within the a mrturcs of the support and engaging with the member near its ends, springs surrmnuling the rods to oppose the swinging movement of the member, and train control means tl(.ltll')t(tll0 be operated by the movement of the nun'ubcr in one direction.

11. In aprmratus of the character dcscribcd, a member adapted to be mechanically operated having a recess'forn'led thercin, a sleeve formed of insulating material and mounted to reciprocate within the re ccss, a contact: element carried by the sleeve, and a s n-lug extending into the sleeve to oppose it nmvcment in one direction.

In lPSlIlIllt'Jl'lY whereof I aiiix my signature in prcsei'icc of two witnesses.

WILLIAM nRooKs MURRAY. \V i tn csscs Gnnrnunn M. S'rUcKnn, C. W. Panama. 

